hawley



March 22,1927.

G. M. B. HAWLEY AUTOMATIC RAILWAY CONTROL Filed Jan. 9. 1918 2Sheets-Sheet 1 INVENTOR ZAK BY l ATTORNEY March 22,1927.

G. M. B. HAWLEY AUTOMATIC RAILWAY CONTROL Filed Jan. 9. 1918 2Sheets-Shea?I 2 ATTORNEY Patented Mar. 22, 1927.

GEORGE M. B. IIAWLEY, OF GENEVA, NEW YORK.

AUTOMATIC RAILWAY CONTROL.

Application ed January 9, 1918.

llliis invention relates to railway control, and has tor its object toprovide an improved system ot control applicable either to cab signals,air brakes, power controllers, whistles, or other devices on a trainwhereby control on the train is cil'ective by means outside et the trainand independent of centrifugal governors, ramps, signaling third railsor other arrangements such as have heretofore been proposed.

By this invention, there is provided what may be called a normal clearsystem wherein a device on the locomotive, such as a magnet, valve, orlight, normally operates and indi* cates a clear condition, and which isto be thrown out oit operation and replaced by a danger or a proceedindication only in accord with certain predetermined proceed or stopconditions. By a danger condition is meant such a condition which underthe rules and instructions requires that a train stop, while by proceedis meant such a condition as permits the train, under the rules andreg;w ulations, to proceed either at unlimited speed, or predeterminedlimited speed such as thirty miles per hour or upward, or a lower saietyspeed such for example as ten miles per hour.

ln the case ot a cab signal system without speed control, the engineerreceives visually or audibly or both, the exact duplication of thesignals ahead which he is required to follow and he is supposed to begoverned by them and to stop until given clear in case of a stop signal.As a fundamental part of the cab signal system there is a clearance7signal visual or audible or both, which represents ccnormal clear aswithout it he has no clearance and must stop unless, as in the speedcontrol clearance, the clearance is cut out and substituted by controlsignals.

Also-` the present system is ot such elasticity that the proceed speedmay be either limited. to a predetermined amount, or unlimited,depending?,l upon the performance desired, By means ot the system hereindcscribed. it is also possible to automatically signal the engineer, orslow down the train, or both, at predetermined points, such as at acurve or weak place in the track, and the same means can be employed toautomatically blow the whistle for highway crossings orsimilarsituations. In like manner, the principle is especially applicable tocab or speed control ot trains at railway crossings,

whereby the entry of one train into a cross- Serial No. 211,061.

ing block stops all transverse traiiic while permitting 'the train inthe crossing block 'to be controlled in the usual manner by the trainahead.

The invention is illustrated herein in connection with train carrieddevices which are selectively controlled by periodic currents otditerent frequencies, by circuits external to the train, or trackcircuits, having,` means for producing a current or currents of suchfrequencies as are desired to selectively operate the particular deviceon the train which is to make the indication. ln its preferred form,

the system embodies a clearance device on the train which must beoperated before the train can proceed unlimited, and which is onlyoperated when a current ot clear trequeucy is applied thereto, whetherautomatically according to conditions in the same block or ahead blocks,or manually by a tower operator, or according' to the position ofwayside semaphores. Upon receiving clearance, the train may proceedunlimited, but still other conditions tending` to modity an unlimitedclearance may indicate to the engineer by the control device that heshould proceed under caution, or may mechanically control the brakes orpower, as will be understood. Thus by this system, one characteristiccurrent will produce clearance, for unlimited speed, and the train canonly proceed at unlimited speed when it gets such clearance current,while other characteristic currents, depending.;- in number upon theconditions to be met, selectively used will make its own indication orproduce its own speed in case the train is to proceed under control.

The present system is intended to be applied to existing standard trackcircuits and does not involve any substantial change in the presentstandard track relay circuits now used for wayside signals, and thisinvention can be installed without removing" such signals.

ln the accompanying drawiiw' Figure l shows a railway system embody--ing a preferred term of the invention,

Figure 2 shows a crossing,

Fig-ure 3 shows a modied torni or" track circuit, and

Figure l shows a manual control.

In Figure l, A represents a block having' the track rails l, 2, trackrelay 3 connected across the rails, provided with armature Il andsupplied by battery 5 connected at one lill end torail 1 by wire 6 andat the other end to the rail 2 through armature 7 of track relay 8 inblock B, wire 9, cont-act 10, harmonic vibrator 11, wire 12, vibratormagnet 13 and Wire 14. 1V represents a train in block B, which hascaused relay 8 to drop armature 7. If there is no train in block B, therelay 3 holds up the arma-ture 7so that the circuit for relay 3 insteadof going by wire 9 goes from armature 7 to contact 16, then by wire 17to contact 18 through harmonic vibrator 19 of different periodicity orfrequency than Y vibrator 11, then by wire 20v through magnet 21 to Wire14.

which drops armature 7, magnet 13 is simi-Y larly in series with relay 3but not energized sufliciently toI attract vibrator 11.

The entry of a train into bloclr A shortcircuit-s relay 3, allowingsuflicient current to now flow through magnet 21, when there is no trainin block B, to attract vibrator 19. This opens the circuit at contact 18and causes a periodic current to be impressed from battery 5 in thecircuit starting from the battery through wire 6, rail 1, the train axleto rail 2, wire 14, magnet 21, vibrator 19, wire 17, armature 7 tobattery 5. Tf there is a train in block B, as shown herein, the magnet21 is cut out at Contact 16 and net 13 is thrown into the circuit byarmature 7 at contact 22. 1n order to prevent any leakage of periodiccurrent through the relay 3 when there is a train in block A, each relaycircuit is provided with a reactance coil 2awhich chokes the periodiccurrent produced by the vibrators 11, 19, but does not interfere withthe passage of track current when the vibrators are at rest.

Vibrator 19 is called the clearance vibrator because this commences tovibrate as soon as train enters block A if there is no train in block B,and thus indicates to the engineer by means of train circuits hereafterto be described, that block B is clear. If there is a train in block Band one in blocl;A A vibrator 11 operates in A to control block A andvibrator25 for train W in bloclr B, and inasmuch as vibrator 11 has a.different frequency from vibrator 19, it causes a different indicationto be made on'the train to notify the engineer of the danger condi--tion in or ahead of block B. The vibrators 11 and 19, and others to bedescribed, are.

vshown of different design in order to indicate different frequency. v

Block B is herein shownfas consisting of a curve where it is desired notonly yto indicate to the engineer that speed must be limited,

Vof the track current, ardifferent indication can be made 0n the train.Such an indication will, in the manner hereinafter eX- plained,auton'iatically limitrthe train to a predetermined speed, asVthirtymmiles per hour, and the saine means can ope ate an alarm, shutoffv the power, and make a certain signal. The train thus controlsitself in its Vown block, but as will appear later, the speed controldevices do not affect the engineers volition as long as he keeps Withinthe predetermined operating conditions laid down for him `by adjustmentsof the apparatus. Block B at the front end is provided with a battery 5leading through armature 7 of track relay 3 in block C and connected tomagnets 21, 13 and vibrator 11 as before described for block A, it beingseen that the vibrator 11 in 'block B performs the same function for atrain therein when there is a train in block C, as vibrator 11 in blockA does for al train therein when there is a train In block C is shown adrawbridge 27,

which when open, or about to be opened, cuts the rails so as to first ofall decnergize ltrack relay inthis block and drop its armature 7, whichis equivalent to a train being in block C, and causesthe controlvibrator 11 in block B to operate if al train is in block B, or as soonas one enters block B.Y If the drawbridge opens after atrain has enteredblock C, a danger indication is made on the train in block C becauseneither the vibrator` 11 nor the vibrator 19 in block C can oper- Y ate,and the train will either get a signal for an emergency stop, or will bestopped by the air brake as will be described later. i

In Figure 2 is shown a grade crossing for two railroads, wherein thefirst train entering the crossing lblock controls all trains on thecross tracks, each crossing block being associated with a preliminaryblock divided into two sections. This sectional prelinnin nary block hasto function as an ordina block and is consequently controlled by the Ycrossing block on its line, which is the block crossing, when a train onthe other railroad is in its crossing block. Two double track roadsVcrossing each other are illustrated herein with suficient Wiring so asto show the reciprocal control by trains on one track over those on theother approaching the crossing,` in either direction.

E and W represent east and West bound tracks, and N and S representnorth and south bound tracks respectively, the trains moving in thedirections ot the arroV is, and X being the general crossing' point.Track E is made up of sectioned block F, crossing` block Gr and asucceeding,` block H, which is an ordinary block similar to block A-rtrack Vf is composed ot ses* tional block l, crossing block L and or,nary block M. Track S is composed ot sectioned block O, crossing block Pand ordinary block Q similar to block A. rlrack N is composedotsectioned block R, crossing block T and ordinary block V, but theseblocks are not all shown as reciprocally wired, in order to avoidunnecessary complication.

For purposes ot illustration, a south bound train a is in crossing'block P and a `l'ollowing train o is in block O, While an each boundtrain c is in the control section of block F, and a West bound train CZis in block K. Blocks F, O, R and K are sectioned by means ontinsulations 28 in one rail between one ot the terminals ot the trackrelay and one of the battery terminals, so that the clearance current,the control current, or no current at all Will be supplied to a trainaccordingl to the condition et its own track ahead and also according`to the conditions on the other road. Since train a is already incrossing' block P, the conditions are that tra-in c can proceed undercontrol in block F until it passes the cut section Q8 and then it muststop in the remainder ot block F. The same conditions apply to train CZ.Although train a is in the crossing,` block P, it must still becontrolled by the condition of block Q, and train Z) must at all timesbe subject to control according to the condition ot b-lock P. At thistime, north bound trains in blocks R, T and V are to be similarlycontrolled.

Preliminary block F is provided with a battery 30, and the usual trackrelay 3 shown in Figure l. On the entering` side ot' insulation 28 is aWire 3l, which is connected to vibrator 32, thence by Wires 33, 34e toarmature 35 ot rela-y 36 belonging to block, P, thence continuing byWire 37 back to wire 38 through magnet coil 39 belonging to vibrator 39.to battery 30, thence to upper rail in block F, thence to and throughtra-in c and on south rail to Wire 31. Train a in block P having droppedarmature 35, control vibrator 32 thus applies current from battery 8O ota predetermined frequency to the tirst portion of block F, thusindicating control to train c, or causing the air brake to slow downtrain c to a certain speed as hereinafter described. When train c passesinsulation 28, it loses the control current and also clearance current,and thus must stop as long` as there is a train in block P or block T.Wire 40 leads trom the south rail ot the second section ot block F to acontact controlled by armature lOl of relay 36 in block P, which beingdown owing to train a, opens Wire ll which leads to armature 42 oit'relay lbelonging` to block T. Arnia.- ture l2 when up contacts with Wire,All which leads back to clearance vibrator' fle in block F thence byWire 4:7 through inagnet 48 and Wire t9 to armature 50 belonging torelay 5l in block G thence by Wire 52 to battery 30. The armatures l2and llOl being in series, train a in block P, or a train in block T thusopens the circuit ot clearance vibrator t6 in block F, so that train ccan get no clearance as long as there is a train either' in block P orblock T, nor can it get control since vibrator 32 can get no current.Likewise, it there were a train in block Gr only, it would drop armature50 and hence prevent any clearance to train c, on the other hand 'withnorth and south tracks clear would gire the control ot vibrator 402. litthere is a tr in in block G ahead ot train c, With no trains in block Por T then relay 51 drops armature 53 so as 'to make a circuit throughmagnet 39 lrom battery 30 by Wire 38, contact 54, armature 53, Wire 55,Wire Bel, connection 4:03, Wire 83, vibrator' 32 and Wire 3l to rail ofsection F getting the control oit vibrator 32 and the same controlatte-r passing insulation 28 through Wire 40 instead ot 31.

lt there is no train a in block P, the armatures controlled by relay 36Will all be up, so that by leading Wire 57 'from Wire 3l to armature401, a bridge is formed around in sulation 28 between Wires l0 and 3l,so that unless there is a train in block P, the insulation 28 isineffective and the entire block F acts as an ordinary block without thecut section.

Train cin block P has set block F so as to cont-rol train c as tar asinsulation 28, and te stop 'train c as soon as it goes beyond insulation28, and also performs the saine function tor train l in block K, itbeine; observed that periodic current is not applied to any block exceptby the presence ot a train, creatinev its own clearance or controlcurrent, as the case may be, or a train in thc block ahead, orequivalent effect created incchanically or otherwise to produce theresults desired Without a train ahead,-a phantom condition. This is theprinciple used in the crossing and created on blocks F and K by thedropping ot relay 36 et block P by the entrance ot train a.

Train a in block P thus, in a sense, exercises the saine control upontrain o in block F as a train in block Gr would normally exerlil() lit)cise on trai-n c, and the apparent complexity oi" circuits is due tolthe necessity ot not only causing train ct to control block F *for two Yfunctions, control and stop, and bloclr K for thesame two functions, butalso normal control ot block O in the rear on its own line.

In other words, the preliminary sectioned blocks F, K, 0 and It, arereciprocally controlled by trains in the crossing; blocks, in suchmanner as to at all times preserve safety of operation and only 'topositively clear a train when it should be cleared'.

By making` the preliminary and crossingl blocks ot di-lierent lengths,it isr insured. that the train which iirst enters the crossing blockwill prevent vtrains on the other road :trom enteringthe crossing block,or else signal them netto enter depending' upon the nature ot the traincircuits.

The clearance tor block O is from battery 60. through wire 6l tOarmature 62, wire 553, magnet 6.4, clearance Vibrator 65, wire (it, tovthe cut-rail section of block O, south track, thence by south rail,train and north rail and Wire 661 to battery, this circuit heing open atarmature 62 by train L there can be no clearance. At the same time,train o makes the control circuit for block O 'from Ybattery 60, wires61, G7, magnet 68, wire G9,

armature 70, wire 71, control Vibrator 7 Q and wire 73 to wire 661, tosouth rail cut-rail seetion, thence by south rail,train, north rail andwire 66 to battery.

ln addition to controlling block ld, train (t also controls block K in asimilar manner. Train Z is now getting control ciu'rent through vibrator7 5, from battery 7 6 as tollows: wire 7 7, magnet 78, wire 79, armature8O of relay 3G, wire 8l, control Vibrator 82 tor block Ky by wire 83, tothe north rail ot cut-rail section thence through the wheels and axle tothe south rail, thence along` the South rail and by wire 84 to thebattery 7G.

There is thus no clearance for train d it armature of relay 36 is downwhen train a is in block P, nor when armature 880i? relay 43 is down byreason of a train in the crossing bloei; T, nor when armature 941, isdown owing to a train in block L.

It there is no train in blocks P, L, or T, the insulation 28 in block Kis bridged and hence rendered inoperative, so as to enable train Z toget clearanceI current throughout bloclr K by means ot wire 99 having aclosed contact with armature 88 when relay is energized, the other endof 'the wire 99 being connected to the other section of the cut rail inblock K, the remainder of the circuit from armature 88 back to thebattery 7 6 1oe ing. the same as the clearance circuit above describedthrough armature 94. Thus, this bridge circuit is opened either byarmature 94 when there is a train inbloclr L, or byv armature 90 owingto train a in block l?, or

ed on both sides oit the insulation 2S. in block f O, but with thecomplete wiring the connection ot this wire attached to the south railin the cut section ot bloclr O, i. e., that part next to the crossingblock, will be cut, or its circuitbroken, by another train in anopposing block only when conditions require, since the complete wiring;would require that instead; Yof becomingl a part ot' wire connection 6Gand making; the cnt scc-- tion ot rail ineffectual this wire would, in amanner similar to wire 40, be led through ai'H iatures on relay 5l oi'lblock G and 95 in As the wiring in blocl O shown with a pernianentbridge instead oit an arn'iature controlled bridge, the block O is shownwith a condition which will not be present normally et Gronings, but hastobe permanently bridged to furnish some condition which on the drawingwould allow and ace count tor train t in block P. Unless wired shown, itwould be a loose end as its cutrail section'would not get any current otany kind, and train a never couldpass it. The

1rawing shows block F properly wired.

Train entering block G withoutran'y train in block l.) or ,G or L would(except for the tact thatv sate operating dictates a 'thirty mileiaiaxin'inin) vnormally get a clearance current 'trom battery 60, butinorder to limit the speed inaxin'ium in an approaching block, vibrator G5is like. that used for thirty mile control. .on a curro, and thencethrough armature 62, wire 63, vibrator coil f roin ril 'ator G5, thecurrent reaches dil. the ont ra'l section along` wire 66 and then tobattery. VEhe train will thus hayo only thirty n 'le maximum indicationuntil it reaches 'the crossing block because ot armature 'fi-Ol on relay86 being up.

lWhen train enters block O and there is a train in blocks G or L orboth, and no train in block P, with complete wiring to armatures onrelays bland 95, train would be controlled at l5 miles by Vibrator 72 toinsulated point 28 in block O, and then stopped in the cut-rail sectionadjacent to bloei; l?. i Y

As shown, with the saine conditions, blocks L and G" are not wired toatleet bloc-lts 0 or T and hence train gets l() miles maximum in bloclrO and clearance in bloeit P 'from vibrator 04e The operation of thepreliminary block will be undestood :trom the following conditions: Y,

l. Noi ial, when train o 1n the entering portion block F will havemaximum speed oit miles troni reed Il@ and the sainespced Sli lll)

`Ars soon astrain a passes from reed 46 when in the exit section throughWire 40, armature 401, etc. as long as armatures of relay 36 are up.

2. Cautionary, except when there is a train in block G just ahead. Traino now loses 30 mile maximum because of the dropping of armature 50 bydeenergization of relay 51, but armature 53 drops and through reed 39.gives 15 mile control to train c in the entering section of block F.Vhen train c goes into the leaving section ot block l?, it will stopowing to reed 32 losing its current. Thus, there is no possibility oftwo `trains getting into block G either on the same line or diiierentlines.

3. Cautionary, with a foreign train u controlling train c. rlrain c canproceed in the entering section ot block F at 15 miles, on account ofreed 32, and will stop when it gets into the leaving section of block F.into block Q, reed 46 will vibrate and permit train c to resume speed upto 30 miles, until it has entered block G whereupon it block H is clear,train 0 can get full clearance, but it block H is occupied, reed 402will give 15 mile control to train c.

As a matter of precaution a train in the preliminary block should nothave clearance, but be limited to a maximum speed. To eliect thisvibrators 4G, 65 and 75 will have periods corresponding to thepredetermined maximum` This will also serve to have the train at lowspeed in both sections ofthe preliminaryblock in case oit an emergencyapplic-ation by a train controlling` it from a Jforeign track. 1t is notdesirable to bring a `iree running train to a quick stop by suddenlyremoving all control current from the rails. So this arrangement givesmaxi mum, say 30 miles, then after getting controlled in lirst sectionof this block, a lower speed, as shown 15 miles, until passinginsulation 28; then if clear on crossing andL ahead it gets resumptionof 30 mile maximum.

he fibrator 46 acts as a substitute for the clearance to limit themaximum speed in the entire preliminary block, even though otherl blockson its own or the foreign line are clear. Control vibrator 32 works onlytor a train in the entering section ot its preliminary block and doesnot operate after the train passes insulation 28, thus giving the lirstsection 30 miles maximum normal with 15 mile control when there is atrain ahead or on the loreign crossing track, and has no current onlywhen out ot order, or with a train in the second section in advance ofinsulation 25. This second section in ad Vance et insulation 9.8 willhave 30 miles when clear everywhere, and a dead stop in all otherconditions. With any train in the crossing block, all other trains arepositively prevented from entering, and the lirst train in has fullliberty and is able to clear the crossing` lor other tratlic as quicklyas possible. lt lior any reason the speed in the crossing block is to belimited, vibrators 404, 405, 406, 407 will be changed to thosecorresponding to the desired speed, and the clearance removed, but theconstruction shown which permits unrestricted speed in the crossingblock is considered preferable.

The stopping ot all trains under all conditions which are not normal andpreventing any train getting into the crossing block unless conditionsare perfectly normal, is brought about by depriving this exit sectionoft all current oit every nature in every case except normal. as isshown for it is supplied by one wire only, 40, and this so1newhere inits line is cut and the circuit broken tor the exit section in everycondition except normal which is maximum 30 (or some other definite)miles.

rlhis is exactly what happens on an ordinary block when a train runs,under control, into an occupied block, because it does not get either aclearance or any control current.

I consider this feature to be ot fundamental importance. inasmuch as thesystem thereby becc-mes completely self-detecting as a. dangerindication is necessarily made, or a stop elected, upon failure ofeither clearance or control current. Moreover, a battery failure in oneblock not only puts a train in the following block immediately undercontrol but stops the train in its own block by depriving it of eitherclearance or control current. Seltdetection is complete because whilepositive action is required to operate, a lack of any function tooperate gives a negative or safety lirst control.

lin F i gure 3 is shown a modilied track circuit in which the trackbatterv 103 only operates the track relay 3. The control battery isnormally on open circuit by means of an armature 105 on relay 3connected with wire 14 through wires 106 and 107 so that a train uponentering the block sets the control circuit in the preceding block bydropping armature 104 and sets its own clearance or control circuit bvdropping armature 105. To prevent leakage ot the pulsating current, thetrack battery circuit has its own reactance 108.

In. Figure 4, is shown a simplified arrangement for manual control,where a tower man will be provided with a source of periodic current,.such as an alternator 110, which supplied a frequency changer 111,connected through a` switch 112 by wires 113, 114 to the rails, so thata frequency will be supplied tcthe train according to the position ot``the switch 112 and thereby make on the train an indicationcorresponding to the setting olE the switch, the control corresponding`to the automatic or a cab signal mechanical, visual or audible, oreffecting some mechanical operation such as throttle, whistle, bell,etc.

llll

Eer additional safety, the switchcan be mechanically connected with asemaphore so as to have corresponding positions andoperatedksimultaneo'usly with it..

V1n the embodiment 'of the invention hereinillustrated, the wheel axlecarrying the periodic current constitutes the primary of atransfori'ner, Vand the secondary consists of a wire 120 wound lon acore surrounding 'the axle in inductive relation t'o the primary. yl`hisform is onlyv illustrative, as various 'other forms of train carriedsecondary 'circuits 'and methods of supplying current to 'a Atrain fromwayside circuits are hnownand 4can fused herein without departing fromthe broad scope ofthe invention. rThe wire 120 is connected inkse'rieshrough magnets 121, 122, 123 on a closed circuit, there being 'a magnetfor each different frequency'of signaling current which is to beemployed in the 'track circuits. 1=/lag1iet 121 is the clearance magnet,

magnet 122 is a speed control magnet and magnet 123 is a vdilier'entspeed control magnet. Thus for instance rmagnet 123 may be responsive tothe frequency produced by vibrato-r 25 and lby connections to bedescribed reduce the train speed to thirty miles per hour von the'curveVin block B. The alternations through magnet 121 by a frequencycorresponding to that of vibrator 19, or those determined by thefrequency changer, causek tuned reed 124 to vibrate, and thereby closesacross contacts 125 the circuit of battery 126 through solenoid magnetvalve 127, the fingers 125 and the reed This en'ergizes magnet 127 andlifts valve 128 so as to 'out oli' the supply of air from reservoir 129through pipe 130 to valve 131 driven by the train axle. t will be seenthat this air supply is only out ofi when the clearance reed 121vibrates. The vibrations which cause reed 1% to vibrate are ineffectiveupon the other tuned reed 132 corresponding to the lower speed controlsuch as ten miles per hour, and 133 corresponding tothe thirty mileI.pooch or to correslionding indications. Reed 132 is connected in thecircuit of bat? tery 1118 and magnet 1417 so las to close the magnetcircuit at lingers 237 whenever it Y vibrates, i. 1hile tuned reed 133acloses the circuit of its magnet at fingers 138 whenever it vibrates,which correspondingly energizes 1nagnet148 and lifts armature 1119. Asmany magnets 147, 148, etc., are provided -as there are reces 132, 133,etc., there being a reed and a magnet foreach frequency employed. f Thevalve 131 is geared to the 'axle or other part moving continuouslywhenever the train moves and at a rate varying and proportionate to thetrain speed, so that the `normally Vclosed valve 128 admits no airpressure normally from air reservoir 129 through pipe 130 to the passage132 as 1t presents its openingen revolving with the mally held Aclosedby magnet 127 being energizedfrom 'battery 126 by the vibration of reed124L corresponding` to clearance for we see that no 'action by thesystem takes place while operated within the fixed rules and henceclearance is the normal condition and all controls and stops arevariations though it may vbe they are set for the nor mal A(so-called)or fixed conditions for particular blocks.

lVhen, however, conditions are not nor-` passages 133 and 136 into 137.Vhen the Y valve 131 is at rest, no air isdischarged fromV the reservoir129, because the passage 132 does not furnish any directconnection frompipe 130 to passage 136. lVith valve 128 open, chamber 134- furnishes `ameasured quanti-ty of aii` twice in each revolution to accumulationchamber 137,V and this air Y buildsup pressure in chamber 137su'liicient to actuate the balanced piston valve 138 to the right so asto uncover one orrmore Vof ports 139 and thereby open train line' 140.

A spring '141 tends to return valve 138 to the left suiiciently Vtonormally hold ports 139 closed except when there is sufficient pressurebuilt vup in'chamber 137. In order to secure speed control, variation ofspeeds is ixed 'by the resultant between full airV pressure of4reservoir 129 into chamber 137 less a fixed exit according to thespeed. The

relief of'pressure from chamber 137 is controlled through separatelyadjustable graduated valves 143, which valves are normally held closedand are positively opened by magnets 1A, 150, 151 and 152, there being amagnet'forV each valve. The reliefs are so adjusted, that at variousspeeds, each will allow a different ixedrquantity of air to escapefromchamber 137 while it is coming in, so that the valve 138 cannot open thetrain pipe, if the exit equals the intake quantityjfor then' there canbe no brake action for there lcan be no pressure built up intheaccumulation'chamber to open 140.

If now the train speed exceeds Ythis pre determined speed, pressure isthen built up and the train Vpipe Aopened and the brakes applied, orthe--power'cut oli, untilthe'speed is reduced suiiiciently so :that nopressure is built up'and 138 is Vdrawn back by spring train movement,because valve 128 is nor-141 so that there is no opening from train theoccurrence oi a break, cross or ground o'j the train and independent oitcentrifugalv governors, ramps, signaling third rai-ls or otherarrangements such as have liereto'lore been proposed. Conditions otspeed, weather, wea-r ot trac is or vehicles, oscillation and shock,true to such operative relation lrequired by ramps, etc., are thereforeelimin ated in this system.

The system is capable ot control by ordinary means used forindicatinglthe condition oli' the block about to be entered, such aselectric. trackcircuit.

The system may be operated with direct current :tor track circuits oralternating track circuit system may be employed.

The engine apparatus'is so constructed that it prevents the release ot'the brakes utter the application 'or a dead stop until the cause for'the application has been removed, yor in case of the controlapplication 'until the train is brought Within the niedetermined speed.

The system may l rovide, irp desired, for special conditions, such ascongested trafi'ic, the continuous display oi special indications inaddition to the intern'iittent display of the lined signals.

'lhe apparatus is' so constructed that it cannot constitute a source otdanger ot' trainmen, anyemployees or passengers. Y Theapparatus isnon-inductive, so that its application to a railroad Where alternatingcurrent electricity is vused a propelling power, is not iecluded.

rlhe apparatus is so constructed'that when the dead stop device hasapplied the brakes no one can release the brakes until the cause isremoved. Y

lThe apparatus is so constructed that when the speed control device hasapplied the brakes for almaximum speedonly, Vthat the automatic controlis Aautomatically released assoon as the train reduces tothepredetermined speed, thus avoiding delay by bringing the train to a deadstop, for reduced speed "requirements only.

This syst-ein is so constructed and furnished with such apparatus:

That, it may be installed on any railroad, With or Without a. blocksignal system and Without interference with any; it may be installed forany number oit tracks; it is so elastic in'its usesthat it may be madeto control :from the highest speed to :a dead stop and perform anypredetermined 'speed rules Within these limi-ts, Whether required foroperation of the train itself, the control of rear trains, crossingtrains :of other lines, or any operating condition existing temporarilyor permanently on the road bed whereby fixed speeds are desired forsafety, economy vor comfort; it may yemploy direct or alternatingcurrent and operate whatever the motive power even to gravity movements;-it uses no parts, such as ramps, re-

quiring operative relation and `therefore avoids 'iiailurc due VtoWeather conditions and faulty parts; it may operate both as stop andcontrol and as Well to Aperform any operation possible by'any enginemanfor safety et train and passengers or `freight from throttle to Whistleblasts of any number and duration; it may also in conjunction with thecontrol, lor separately, f-serve to :produce audible or visual signalsIin :the cab alone, other places on the train, or both and Valso producevisual and audible signals on the road bed for public-safety; it :mayybe .used lor telephonie or .graphic communication with the engineer ot'Vawmoving train for unlimited distances through road lbed Wireconductors ,similar to telegraph lines or for limiteddistancesthroughthe rails bytrains ahead depending upon the overlapapparatus; yit is a continuous and absolute control Which renders safetyirst absolute on failure or removal of any essential partfor current,and is a'perfect self-detector of all faults; it is in practice a closedcircuitfcontinuous control through a Jfundamental clearance function andat the-Sametime contains the main control circuitsopen, if desired, tosave maintenancecost; as an'accessory to signal systems vit can beinstalled lat a small costaud maintained :with epresent Working forces;though a-system is installed an unequipped engine, such as a`sWitehya-rd engine, will be un-alfected `by it, itdesired; itis aso-called Wireless system since only the rails are usedv for track andcontrol cir'- cuits; and finally in its entirety Will provide a systemWithin Whoselimitsrof apparatus and operation a complete set of ruleslaid down by the operating departmentinay be resolved intoelectro-mechanism devi-ces, giving continuous control, preventingviolation Without immediate and eltective control from a dead'stoptolimit ot speed-and yet at all times n' allowing the engineer to proceedunaffected so long as hefremains Within the rules resolved into ythelcontrol lat' all times ready to assume command shouldlhe neglect, orbeincapable of complying with predetermined `rules and at once `upon thereturn of proper conditions otspeed or-sa'fety he will beV allowe'dtoproceed, yet at all times, if desirech'his de'laul-ts,-andthose of thesystem, maybe registered and complete 'l il operation records furnishedthe operation department.

It will be understood that the form of the invention shown herein is forillustration, and that numerous modifications and changes may be madewithout departing from the scope ot' the appended claims.

7What is claimed, is:

l. A railway system having normally inoperative means for producing' apredetern mined speed mechanically tuned, means controlled by pulsating1current for releasingsaid first means, and a block having a source otpulsating current ot a frequency to actuate said tuned means forcontrolling said .release upon entry of the train into the block.

2. A railway system embodying,` crossing tracks each having` a crossingblock and a preliminary block, the preliminary block of one trackhaving` means tor restricting the speed of a train in one portionthereotl and stopping the tra-in in another portion thereot' controlledby the condition ot the other track.

3. A railway system embodying' means for producing a predetermined speedcontrolled )y pulsating curr-ent of predetermined frequency, a trackcrossing in advance of the point at which such predetermined speed isproduced, and .means whereby a. train on such track crossing controls a.train ap il'iroaching the crossing beyond said point of predeterminedspeed.

l. A railway system embodying crossing tracks, a preliminary bloclr inat least one ot said tracks, means tor supplying periodic current to therails of said preliminary block, and means whereby a train at thecrossing on the other track cuts ott said periodic current lfrom saidpreliminary bloclr` and stops a train therein in advance of thecrossing'.

5. A railway system embodying crossing,` tricks each having` apreliminary block in advance ot the cr ing tor causing a current throughthe rails to slow down a train at the entering end and stopping thetrain by cutting oil said current at the end nearest the crossing whenthere is a train at the crossing. l *il (i. d railway systen'i embodyingcrossing: tracks, a preliminary 'block in advance oi the crossing havingmeans for applying` a periodic current across the rails controlled by atrain therein and a train at the crossing on the other track, and meanson the train including a device responsive to such current and a wheeldriven valve for controlling the train speed.

'i'. A railway syst-em embodying crossingr tracks, a preliminary blockin advance of the crossing having means for .applying a periodic currentacross the rails controlled by a train therein and a train in advance,

and means acting to stop a train in said'preliminary block when there isa foreign train at the crossing and to limit the speed when there atrain in advance at the crossing, said means including a deviceresponsive to said periodic current and a wheel driven valve.

8. il railway train having a plurality of magnets in asing'le closedseries circuit, a vibratory reed of dider-ent period controlled by eachmagnet, means -i'or selectively producing in said circuit a curr-entadapted to vibrate one of said reeds at a time, and a dilierent speedcontrol device controlled by each reed.

9. A railway train having` a plurality of magnets, a vibratory reed ol'.ditlerent period controlled by each magnet, means for sel-ectivelyvibrating one reed at a time, an air brake controlling` valve closed byvibration ci one ot" said reeds, .and a separate speed control valvecontrolled by vibration ot each other reed. i

l0. A railway train having a plurality of inagnets, a vibratory reed ofdi'iercnt period controlled by each magnet, means for selectivelyvilnating` one reed. at a time, an air brake controlling valve closed byvibration otono ot said reeds, and a separate speed control valvecontrolled by vibration ot each other reed, said latter valves beingcontrolled by relay devices in the vibrating reed circuit.

ll. A railway system comprisingl rails, a, source of current connectedto one rail on one sid-e and on the other through a .magnet and a reedto the other rail, and means whereby a train on said rails causes saidreed to vibrate.

l2. A railway system comprising rails, a source oi current connected toone rail on one side and on the other side through a plurality ofmagnets and reeds, ya separate sec tion having rails, and means wherebya train in one section causes one reed in its own section to vibrate,and a train in each section causes the other reed in said section tovibrate.

18. A railway system comprising rails, a relay connected across therails, a source oi` current connected on one side to one rail to supplysaid relay and on the other side through a magnet .and a reed to theother rail to torni a closed series circui i, and means wherebyshuntiirr),` of said relay causes said reed to vibrate and produce aperiodic current.

1li. The combination with a track comprising two blocks, of a trackcircuit and train responsive relay for each block, a plurality of magnetcoils in circuit with the winding of one relay and the armature ot theother, a vibrator for each magnet, means whereby one vibrator iseffective to produce a periodic current when said armature is up and theother eiective when down, and a llO :LoV

'" .4-- 1, l u .r

device differently responsive to each vibra-A toi'.

The combination of' a plurality of vibrators of different period adaptedto supply currents ofv different periodicity, and mea-ns whereby onevibrator is effective with a clear condition ahead and the other iseffective with a danger condition ahead.

li. A railway control system embodying a4 plurality ofvmeans forproducing across the rails periodic currents of' respectively differentfrequencies, train carried devices responsive respectively to saiddifferent periodic currents, a stop device held ineffective by one ofsaid currents, and a speed control means including a continuously drivenvalve rendered effective to produce frivenv speed by another current. l

railway control system embodying a battery, a track relay suppliedthereby, a

' i'fibra'tor magnet in thes'ame circuit, a vicircuit when a train dropsfsa-id relay, ak

second magnet in a nornially open branch of said circuit, a vibrator ofdifferent period in said branch, means foropening said firstcircuit'and'closing said brancliwhen said second vibrator is Vto beeffective, and a train carried circuit responsive to either of saidvibrators when effective.v

T19'.y A railway control system having a periodic'pprimai'y circuitcontrolled by track conditions, means for supplying a current of'periodicity varying accordingto the track condition', a secondary traincarried circuit controlling a plurality of reeds re sponsive torespectively different frequencies of secondary current, stopping andspeed control means c'o"ntrolledy by said reeds so that one reed rendersthe' stopping means ineffective and another produces a predeteriningdspeed.

ingl said relief rvalve to cfi'e'c-t a 20. A'4 railway centi-ol systemHaving a periodic primary circuit controlled by ntrack conditions, means`for supplying a` current ofV periodicity varying according to" thetrack condition, a secondary train carriedl circuit controlling a`plurality df reeds responsive to respectively different fre u'eiicies ofsecondary current, stopping' an speed control means including a'continuouslyk driven valve controlled by said reeds so that p one reedrenders the stopping ineans'ineffective and another produces apredetermined speed. l v p n 2i. In a railway control system, a trainhaving a source of fluid pressure, an axle driven valve, an accumulationchamber, a piston movable in accordance with pressure in said chamber tovary `the train speed, a valve for cutting lofi said fluid pressure whenspeedv is not to be limited, and means external to the trainfor closingsaid valve when speed is to be uiiliinited.y i

22. In a railway control system, a train having` a source of fluidpressure, axle driven valve, an `accumulation chamber, aV piston movableVin accordance with pressure insaid chamber tovary the trainA speed, avalve for cutting ofi said fluid ressure when speed. is noty to belimited, vibratory reed lcontrolling said valve, and means eX- ternal tothe train for producing a periodic ycurrent to vibrate said reed `andclose said valve when speed is to be unlimited.

23. In a railway control systein, al train having a source of fluidpressure, an axle driven valve, an accumulation chamber,.a pistonmovable in accordance with pressure in said chamber to vary the trainspeed, Va

valve' for cutting off said Huid pressure when speed is not to belimited, a vibratingv reed controlling said valve, means in the trackwayfor producing `a Vcurrent of predeter-V mined frequency to close saidvalve, a relief valve foi said chamber, and another reed and fr circuitof different frequency foi' open predetermined speed. Y

Signed at New York city, iii the couiity ofV New 'York and State of NewYork, this 7th day of January, A. DQ 1918.

GEORGE M. B. HAWLEY.

